Anchoring device



Faim. 2 9242.

A. DHNKLAGE ANGHORING DEVICE Filed Aug. 16.

1922 2 Sheets-Skaai: l

fw L' A. DHNKLAGE ANCHORING DEVICE Filed Aug. 16, 1922 2 Sheets-Shea?l 2 /NVENTUR l M AWR/VH Patented Feb. 26, EQ2@ hel-Sei,

AUGUST DINKLAGE, OF EAST ORANGE, NEW' JERSEY.

NCHORNG DEVICE.

Application filed August 16, 1922.

To all lwhom t may concern:

Be it known that l., AUGUST DINKLAGE, a citizen of the United States, residing in East Orange, in the county of Essex and State of New Jersey, have invented certain new and useful improvements in Anchoring Devices.

This invention relates to anchoring devices and has more special reference to devices for checking the creep of track rails.

Generally stated, the present invention comprehends a single piece sheet metal anchor or check, or considei the invention from a somewhat different angle it comprehends a single piece check having a movable wing or flap to permit the rail to be seated within the check.

One of the known creep check devices comprises a metal bar, shaped so as to encircle the rail flange and having a portion thereof bent in such a manner as to provide a curved wedging surface which tangentially abuts against the rail base. Obviously, contact between this bent portion and the rail base is only afforded along a single line,

whereas in the present invention it is contemplated providing a contact between the entire base and the check or at least between a major portion of the base and check and this is achieved in one form by providing a check of such a character that a portion thereof may be bent to one side to allow the rail to be seated in the check. Specifically stated, the check consists of sheet metal, thereby permitting a portion of the check to be bent to one side, decreasing the cost of manufacture and obviating the destruction of the rails which occurs quite frequently when the known bar metal check is used and the wheels of the rolling stock run on the rail flange instead of on the rail head. if this last named condition (the wheel leaving the rail head) should occur with the check which forms the subject matter of the present invention, the result will not be disastrous to the rail, the sheet metal check simply yielding or bending under the wheels.

One phase of the invention resides in providing means to cause a rotation of the check about its vertical axis on the movement of the rail, thereby elfectively locking the check to the opposite sides of the rail.

Another phase of the present invention resides in the method of manufacturing Serial No. 582,276.

creep checks. In carrying out the principle of the invention, it is preferably intended to utilize sheet metal, as above indicated, so that the check may be formed in one blanking operation, the structure shown in the drawings admirably lending itself to this expeditious and inexpensive form of production, as will be readily apparent to those skilled in the art.

l/Fhile several embodiments of the invention are disclosed in the drawing, it is to be understood that these embodiments merely serve as illustrations of the underlying principles of the invention, so that they may be readily comprehended by those skilled in the art and are not intended as limiting the invention to the specific forms disclosed therein.

ln said drawings Fig. l is a side elevation of the check;

Fig. 2 is a side elevation of the invention with some of the wings bent to a position to receive the rail.

Fig. 3 is a vertical section of the invention.

Fig. 4 is a top plan view of the invention.

Fig. 5 is a front elevation of another embodiment of the invention.

Fig. 6 is a front elevation of the embodiment shown in Fig. 5 applied to the rail and Fig. 7 is a top plan view of the embodiment shown in Figs. 5 and 6.

Continuing now by way of a more detailed description and having more special reference to Figs. l, 2 and 3, a check indicated in its entirety by A may and preferably does consist of a single sheet of metal comprehending an upstanding portion or wing B provided with an indent or rail receiving recess B', the latter preferably having a configuration corresponding in general to the cross-sectional configuration of the rail flange, so that one side of the rail is preferably held in a comparatively immovable position, although of course it is to be understood, that a wedging flap similar to the flap shown in the drawing as located on the opposite side of the check and about to be described might be utilized. Inasmuch as the check preferably consists of comparatively thin material, in general the upstanding portion B will be carried up a considerable distance so that sufhcient strength is provided to withstand the lateral thrust of the wedging action of the check.

Oppositely disposed with respect to the upstanding portion B there is provided a second upstanding portion C having a flap C which normally overlies the rail flange in the manner shown in the drawing and prevents separation of the cheek and rail, although of course unless the flap C is so dimensioned as to bear against the rail in the manner shown in Figs. 5, 6 and T, there will not be any wedging or holding action. In order to accomplish the holding action the construction shown in Figs. l, 2 and 3 is provided with a downwardly depending auxiliary wing D having a tapered edge D so that when the wing D is struck down from the position shown in Fig. 2 to the position shown in Fig. t, the edge of the rail riding on the tapered edge or cam face, D is firmly wedged between the wing D and the indent B. inasmuch as the wing D is preferably struck down in a direction corresponding to the creep of the rail the effect of any creep is to more firmly wedge the rail to the check. Inasmuch as the check consists in the preferred form of sheet metal, it is desirable to provide auxiliary flaps E and F which are preferably bent outwardly in opposite directions so as to underlie the rail base and afford a substantial footing of the check aga-inst the rail base, so that any tendency of the check to overturn is largely eliminated. While the auxiliary flaps E and F are desirable to afford a substantial construction, obviously they are not absolutely essential and might be dispensed with under conditions which will readily suggest themselves, as for example when the material of the check is of considerable thickness, where the upstanding` portion or wing B is cut and bent so as to overlie the rail as shown in Figs. 5, G and '7, and in other cases which will readily suggest themselves. lhile the depending wing D serves to wedge the check to the rail in the manner described, it is contemplated in the preferred embodiment of the invention of imparting an additional wedging force, namely, a rotational move ment of the check about its vertical axis and this effect is conveniently accomplished by checking or otherwise holding one side of the check relatively stationary and allowing the opposite side to advance with the movement of' the rail so that the check takes an angular position w'ith respect to the longitudinal axis of the rail and tends to more firmly lock the check to the rail the greater the angular inclination of the check with respect to the rail axis. This result is conveniently achieved by an. offset C` formed on one side of the check. This offset may serve to angularly incline the check with respect to the rail when the movement of the rail carries the offset portion of the check against a tie, although obvionsly instead of the offset any other means might be utilized to effect a rotation of the check, as for example a block might be interposed between one end of the check and the tie or one sidel of the check might be caused to abut against any stationary part of' the roadbed.

ln order that the check may be applied to the rail either sufficient clearance may be provided near the wing D to allow the cheek to be slipped under the rail or the flap C might be bent to one side to permit the insertion ot' the rail, the flap in the latter case being subsequently struck back to its normal position o.'erlying the rail flange. n the event that clearance is provided below the normal position of the rail base to permit the insertion of the rail flange, the check edge il is sloped downwardly in the manner shown in Fig. 2i, so that one side of the rail iange may be inserted in the cleared portion thus formed, and the other edge carried into the indent. On driving the check in the direction of the arrow Y b v knocking down the depending flap D the cheek will wedge at points J, K and L, as will be readily understood. l/Vhile this ronslruction affords a fairly effective check to the rail, nevertheless the check obviously might become separated from the rail and as an 'added precaution the wing D, above described, is preferably utilized. The use of the wing D positively locks the check to the rail and prevents separation thereof.

ln the modification shown in Figs. 5, 6, and 7 a single blank M has oppositely disposed upstanding wings N and D, each being indented at l to receive the opposite edges of the rail flange. In order to afford the desired 'wedging of the check against the rail, the distance between the edge R and the opposite rail flange engaging edge is less than the width of the rail flange with which the check is designed to cooperate. ln order that the rail flange may be placed in position one or both of the wings may be slit as at S to permit the wing to be bent to one side, for instance along the vertical dotted line indicated in Fig. 5 which may be considered as the axis of rotation of the wing. On driving the flap O toward its normal position, the edge R strikes the rail flange edge and locks the check and rail together. Preferably the edge R is carried downwardly beyond the top face of the rail flange so that when the wing 0 is driven back toward its normal position not only the edge R but also the edge ll is firmly wedged against the rail flange, )reventing lateral and vertical movement of the check relatively to the rail. The check in this modification may also be provided with a laterally extending tab E similar in construction and function to the tab E to afford a substantial footing of the check against the rail.

In inserting the rail, the flange O is swung back a sufficient distance to permit the rail to be inserted. The wing O is then driven back to or near its normal position, taking the position shown in Fig. 7 The flap O is generally bent back in a direction opposite to the direction of creep and is driven in the direction of creep when being restored to its normal position. The creep will, therefore, tend to more irmly wedge the check to the rail.

While various equivalents and equivalent modifications-are mentioned in the foregoing specification, it is to be understood that these are not the only equivalents which may be used and are only inserted for the purpose of affording a clear understanding of the principles of the invention and are not intended to limit the invention.

lVhen rotational movement of the check element is mentioned in the claims it is not intended to include rotational about an aXis parallel to the longitudinal aXis of the rail, but is intended to include all other rotational movements.

lt is claimed:

l. The combination of a track rail and a creep check having a movable member formed with the check to wedge the rail against lateral and vertical movement, the creep of the rail more iirmly locking the member to the rail.

2. The combination of a track rail and a creep check element having edges one of which is vertical adapted to engage opposite sides of the rail Harige, the distance between said edges being less than the distance between the sides of the lange engaged by said edges when the rail engaging edges are located in the same plane, the portion of the check element having one of said edges movable to vary the distance between said edges.

The combination of a track rail and a creep check element having one part held stationary and having another part abutting against the rail, the element being angularly inclined with respect to the direction of the creep of the rail and having a Hap underlying the rail base to prevent overturning of the check.

4. The combination of a track rail and a creep check element having a movable ap, the Hap being arranged to abut against the rail flange edge and located above the plane of the rail base so that the creep of the rail more firmly locks the flap to the rail.

5. The combination of a track rail and a creep check element adapted to cooperate with said rail, said element locking with the opposite sides of the rail on rotational movement of the element with respect to the rail and having an auxiliary wedging surface underlying the rail base.

6. A creep check having oppositely disposed upstanding wings each having rail receiving recesses, one of the upstanding wings having a depending flap for wedging the check to the rail.

7. A creep check having a rail receiving recess, a wedging surface adapted to underlie the rail base and movable wedging means to drive the rail into said recess.

8. A single piece sheet metal creep check having a rail flange receiving recess and having a rigid wedging surface adapted to underlie the rail base and movable wedging means to drive the rail into said recess.

9. A check having a movable wing to lock the check to the rail, the edge of the wing abutting against a vertical portion of the rail and being adapted to be carried to a wedging position by the creep of the rail.

l0. A creep check having a flap projecting at an angle to the plane of the body of the check and adapted to underlie the rail base to prevent overturning of the check, one portion of the check being offset to cause a rotational movement of the check on creep orp the rail.

l1. A creep check having oppositely disposed upstanding wings, and a rail base supporting face, said face having a portion diverging from the base of the rail and each of the wings having portions overlying the rail base, one of said wing portions being adapted to be swung to one side to permit the rail to be located in the check.

l2. A creep check device comprising a movable iiap, the swinging end of the iap having a recess shaped to conform to the rail base edge.

Signed at the city of New York, in the county of New York and State of New York, this 14th day of August, 1922.

AUGUST DNKLAGE. 

